Automobile chassis construction



Filed May 27, 1933 2 Sheets-Sheet l INVENTOR.

ATTORNEY.

Nov. 5, 1935. H. FORD 2,020,054

AUTOMOBILE CHASSI 5 CONSTRUCTION Filed May 27. 1935 2 Sheets-Sheet 2 ATTORNEY.

Patented Nov. 5, 1935 AUTOMOBILE CHASSIS CONSTRUCTION Henry Ford, Deal-born, Mich; asslgnor to Ford Motor Company, Dearborn, Mich a. corporation of Delaware Application May-27, 1933. Serial No. 673,195

15 Claims. (Cl. 180-54) The object of my invention is to provide an automobile chassis construction of simple, durable and inexpensive construction.

More specifically, my invention relates to a chassis having its engine flexibly mounted therein for a limited vibratory movement. My engine is supported in the chassis frame by means of rubber engine mountings which permit a limited oscillation of the engine around its crank shaft whereby the torsional reaction of the engine will be dampened out. Such engine mountings are in general use and serve to eliminate vibration in the frame and body. In this respect they are very satisfactory. However, a disadvantage l5 arises in connection with their use which is that the oscillating movement of the engine requires that a flexible exhaust pipe be inserted between the engine and the muffler, if the latter is fixed on the vehicle frame. On cars having a short wheel base it may be possible to support the exhaust pipe and muffler from only one point on the frame, allowing the unit to swing with the engine, but this construction invariably develops rattles and frequently sets up bending strains in the exhaust pipe, which causes same to fall after only comparatively short usage. For this reason most automobile manufacturers insert a short section of flexible tubing between the engine manifold and the exhaust pipe proper and are thereby allowed to fixedly secure the exhaust pipe and v muffler to the frame. The disadvantage of the use of flexible tubing is that no such tubing, to the applicants knowledge, will withstand the heat, water of condensation and constant flexing over a period corresponding to the life of the car.

In this disclosure a device is shown which compensates for the above mentioned relative movements without distorting or stressing any of the parts of the device and at the same time allows so the several parts to be each rigidly constructed to thereby insure a useful life exceeding that of the vehicle with which it is associated.

With these and other objects in view my inventlon consists in the arrangement, construction 45 and combination of the various parts of my improved device, as described in the specification, claimed in my claims, and illustrated in the aceompanying drawings, in which:

Figure '1 shows a top view of my improved 50 chassis.

Figure 2 shows a sectional view, taken on the line 22 of Figure 1. Figure 3 shows a sectional view, taken on the line H of Figure 1. Figure 4 shows a full-sized sectional view through the forward end of one muffler and associated portion of the exhaust pipe. I

Figure 5 shows a full-sized sectional vie through the connection between one engine manifold and the forward end of the'exhaust pipe, and t Figure 6 shows a plan view of the ring packing which is used in the connection shown in Figure 4.

Referring to the accompanying drawings, particularly to Figure 1, I have provided a chassis 10 frame comprising a pair of side members l0, front and rear cross members II and i2, respectively, and a center cross member IS. The intermediate portion. of each of the cross members II and I2 is connected to the intermediate portion of front 16 and rear transverse springs, these springs extending outwardly where they are shackled to the respective ends of front and rear axles in the conventional manner. The motor used herein is an eight cylinder V-type engine which is numbered 20 I4 in the drawings. The front end of the motor is supported on a pair of flexible rubber engine mountings l5 which are spaced laterally from the axis of the motor crank shaft, while the rear end of the motor is supported on an annular rubber 25 ring it which surrounds the driving shaft of the motor. The rubber ring it is flxed to the intermediate portion of the cross member II by means of a bracket H which is vulcanized in the rubber. From the foregoing, it will be seen that the engine 30 II is resiliently supported upon the front and center cross members so that a limited movement of the engine in all directions, particularly oscillatory movement around the crank shaft, is permitted. 35

Secured along the outer sides of the pair of motor cylinder blocks, I have provided a pair of exhaust manifolds I8 having their real-most ends projecting rearwardly and towards the frame side members. The rear end of each of the manifolds 40 II is machined as a spherical surface I! with the axis of the exhaust passageway projecting rearwardly along the adjacent frame side member. Inasmuch as the engine used herein is of the V- type and is provided with two exhaust manifolds, I have provided two muillers, one for each of said manifolds. These mufflers have been given the reference numeral 20 and each is composed of a plurality of concentric tube members having their end portions welded together. Suitable apertures are provided in all but the outer tube of each muflier so that the exhaust gas entering the inner tube will progressively flow the length of each ring-shaped space and be throttled when passingthroughtheaperturesineachtubainlo the conventional manner. No claim is made hereirr to the particular type of muiiler used, as my invention is applicable for use with any of the well-known types'of mufilers.

Referring to Figure 2, means for securing the mufliers to their respective frame side members is provided wherein brackets 2| are secured to the lower edges of the side members, one end of each bracket extending outwardly from the chassistoformarunningboardsupport,the

running board bdng shown by dotted lines 22. The other the muillers back along the frame side members to the rearmost end of the car.

It will be noted that the forward end of the outer tube of each muilier is formed integrally with a head 34 which forms a closure for the muiller and that a pocket 2! is pressed into the material of the head in concentric position with the innermost tube of the muiller. An annular ring of packing material I. is inserted in the pocket 25, the bore of this ring being somewhat smaller than the smallest tube in the mudler.

Each muflier ll is secured in position with its axis substantiallyaligned with the axis of the spherical end of the adjacent manifold I I, and a connecting pipe 21 extends between each spherical end II and the adjacent muflier. The end of the pipe 2'! adjacent to the manifold is formed with a spherical socket 2| thereon which accurately fits the spherical end II. The length of the tube 21 is suiilcient so that when its spherical end 28 coacts with the spherical surface IS the muiiier end of the pipe will extend an inch or so through the packing ring it into the muffler. It is of course essential when installing this pipe to first insert the plain end of the pipe into the muiilento positionshown bydotted lines "whereby the opposite end of the pipe may be swung into axial alignment with the manifold. The pipe may then be withdrawn sufficiently to seat the socket 2| upon the spherical end of the manifold.

In order that the device may be assembled without the use of tools of any description, and inorderthatthepackingringmaymakeapermanently tight Joint with the pipe 21, and in order that expansion of the various parts, due to temperature changes. shall not affect the tightness of the Joint, I have provided a spring Ii which resiliently urges the pipe 21 a ainst the end of the manifold. The pipe 21 is provided with an annular outwardly extending rib 30 spaced about six inches forwardly of the forward endofthemuiiierandthespring ll isinterposed between the rib II and the packing 28. It will be noted that the outer face of the packing 28 is provided with a metallic washer 32 which has a plurality of prongs extending rearwardly from its periphery into the material of the packing. When the device has been assembled in position the spring ll resiliently urges the pipe against the end of the manifold, nevertheless, if it is desirabletoremovethepipeitmayreadilybeforced rearwardly against the action of the spring-Ii to nositionwha'eitwillclear the rearwardendof the manifold. as shown by the dotted lines II in Figure 5.

It will be noted that the intermediate portion of the spring II is enlarged over the, diameter of the end coils of the spring, the P se of which I is to insulate the spring from the heat of the exhaust pipe. The end coils of the spring do no actual work so that it is immaterial as to whether or not the temper of these coils, the first one and one-half turns of the spring, is maintained. The heat of the exhaust pipe may draw the temper of the end coils of the spring but inasmuch as the center coils are spaced from the pipe and are disposed in an air current when the vehicle is normally operating, these coils never attain a temperature suillcient to draw the temper from the springs.

It will be noted that the pipe 21 extends through elongated openings ll in the respective ends of the center cross members It, these openings being shaped so that the pipe 21 may be swung laterally suillcient to clear the spherical end of the manifold.

In the structure just described the muiiiers have been shown as being rigidly secured to the frame 25 side members, however, it may be desirable to secure the muillers to the frame by means of rubber mountings, similar in principle to the rubber mountings which support the engine but being of course smaller in size.

Among the many advantages arising from the use of my improved device, it may be well to mention that when the engine of the vehicle oscillates in the rubber mountings l5 and IS, the relative movement between the exhaust pipes 21 as and manifolds I. do not cause distortion or stress the parts in any way. Further, due tothe provision of the springs 8|, the exhaust pipes may be quickly assembled or disconnected from the engine without the use of tools of any description so that the installation and servicing of the engine is especially simple.

Some changes may be made in the arrangement, construction, and combination of the various parts of my improved device without departing from the spirit of my invention, and it is my intention to cover by my claims such changes as may reasonably be included within the scope thereof.

I claim as my invention:

l. A motor chassis construction comprising, a frame, a motor mounted in said frame, a muilier mounted in said frame, an exhaust pipe extending between the exhaust outlet part of said motor and said muilier, the respective ends of said pipe forming gas-tight joints with said motor and muiiier, respectively and a spring resiliently effecting said gas-tight Joints. said Joints being detachable and said pipe removable by counteracting sald spring only. so

2. A chassis construction, as claimed in claim 1, wherein said joints are capable of a limited universal angular movement so as to compensate for relative movements between said engine and muiller.

3. A chassis construction, as claimed in claim 1, wherein the coacting parts of one of said Joints are resiliently urged together.

4. A chassis construction, as claimed in claim 1, wherein one of said joints comprises ball and socket members.

5. A chasis construction comprising, a. frame, amotormountedinsaidframesoastobecapable of limited vibratory movement relative to said frame, an exhaustmanifoldilxed tosaidmotor" for mmunuit therewith, the outlet end of said -andmanifoldhavingtheotherhalfofsaidjoint fcrmed'thereon, a flexible packing ring secured -betweentheadjacentendofsaidmuiilerand saidexhaustpipe,andacompression spring havingoneend abuttingsaidpackingringandthe otherendfixedtotheintermediateportionof said pipeso as to resiliently urge the exhaust pipehalf of saidjoint into engagement with said manifold.

6. Aconstmctiomasclaimedinclaimiwherein theioint between said manifold and exhaust plpeisofasphericalballandsockettype.

'l. A construction, as claimed in claim 5, wherein said compression spring is barrel-shaped, for the purpose described.

8. A chassis construction comprising, a frame, a V-type internal combustion engine resiliently mountedinsaidframesoastobe capableofa limited oscillating movement therein, exhaust manifolds fixed to the outer sides of the cylinder blocks of said motor, the outlet ends of said having one end abutting the adjacent packing ringandtheotherendfixedtotheintermediate portion of its pipe, for the purpose described.

9. A motor chasis construction comprising, a frame, a motor resiliently mounted in said frame having an exhaust manifold fixedly secured thereto, a muilier fixedly secured to said frame, an exhaust pipe forming an exhaust passageway between said manifold and said muilier, a pair of flexible joints one of which is positioned between said manifold and exhaust pipe and the other of which is positioned between said exhaust pipe andmuiiler, andmeans forresilientlyurging said exhaustpipetowardsoneofsaidjointssoasto form a gas-tight joint therebetween.

10. A device, as claimed in. claim 9, wherein said means for resiliently urging said exhaust pipetowardsoneofsaidiointsalsourgesthe otherof said joints to its gas-tight position.

11'.Adevice.asclaimedinclaim9,wherein aidresilientmeanscompflsesabarreld1aped springwhichisdisposedamndtheexhaustpipe.

12.Amotorchassisconsmictioncompriaing, aframe, amotorraliliently mountedin said framehavinganexhaustmanifoldfinedlyse-l cured thereto, the outlet end of said manifoldhaving one-half of a flexible joint formed thereon,amuiiierfixedlysecuredtosaidfmme,anexhaust pipe forming an exhaust betweensaidmuiiierandsaidmanifold,saidexhaustpipehavingthe otherhaifofsaidfiexible joint formed on the pipe end which enacts with said fiexible joint half, and means for resiliently urging said exhaust pipe towards said manifoldsoastoresilientlymaintainseidjointll in a sealed condition.

13. A motor chassis construction comprising, a frame, a motor resiliently mounted in said frame having an exhaust manifold fixedly secured thereto, a mumer mounted in said frame, 90 an exhaust pipe extending between the outlet endofsaidmanifoldandtheentranceendofsaid muiller, said exhaust pipe forming gas-tight joints with said manifold and muflier, rupectiveam s' sdisposedaroundsaidmfi pipe forming a seal for one of said joints, and a compression spring having one end abutting said ring with the other end fixed to said pipe soils to resiliently maintain said seal, said exhaust pipe being removable by the cuinteraction of said spring only.

14. A motor chassis construaion comprising, a frame, a motor resiliently mounted in said frame, said motor having an. exhaust manifold fixedlysecuredthereto,amuiiiermountedinsaid frame, an exhaust pipe extending between the outlet end of said manifold and mid muliler. the respective ends of said pipe forming quickly detachable gas tight joints with said manifold and muffler, said joints being capable of a limited 40 universal angular movement.

l5.-A motor chassis construction comprising, a frame, a motor resiliently mounted in said frame,anexhaustpipeextendingbetweenthe wtletendofsaidmanifoldandsaidmuillenthe. respeetiveendsoisaidpipeformingquicklydetachable as e t ioints with said manifold and mufllensaidjointsbeing mbleofalimitedunlvernlangular movement, and a springdisposed amimdthemufiierendofsaidpiperesiliently urgingthepipe lengthwiseinto aasement with saidmanifold for the purpose described.

HENRY IORD. 

